Carburetor-choke-valve control



' June 3 192% E. H. SHEPARD CARBURETOR CHOKE VALVE CONTR OL Filed Oct. 4, 1923 5 EVERETT 1-1 SHEPARD.

- INVENTOR.

ATTORNEY.

Patented Jane 3, l9 24.

STATES PATENT oFFIcE.

EVERETT H. SHEPARD, OF DETROIT, MICHIGAN, ASSIGNOR TO GEORGE M. HOLLEY, OF DETROIT, MICHIGAN.

CABBURETOR-CHOKE-VALV'E CONTROL.

Application filed October 4, 1923. Serial No. 666,438.

To all whom it may concern: Figure 2 shows a plan view of the control Be it known that I, Evnnnr'r H. SHEPARD, itself viewed from beneath with bottom 55 a citizen of the United States, residing at plate partially removed. 1

196 McLean Ave, Detroit, in the county of Figure 3 shows'a sectional plan view on 5 Wayne and State of Michigan, have inthe plane 33 of Figure 1, and illustrates vented certain new and useful Improvethe priming device itself. ments in Carburetor-Choke-Valve Controls, In Figures 1, 2, and 3, A is the carburetor 60 of which the following is a specification. to which the device is applied, B is the This invention relates to the control emspring maintaining the choke valve G in the ployed in connection with the priming dewide open osition, this being the riming vice of carburetors. It isvery important device useon this carburetor. is the that the priming device should be completemire controlling this choke valve. E is an 05 ly out of operation when the engine is runenlargement or stop on the end of the wire. ning. For this reason it is very desirable F is the choke valve lever. B is a cylindrithat a spring be applied so that the priming cal piece free to rotate in F and through device may normally be positively held out which the wire D is drawn. The choke of action so as to be absolutely inoperative. valve rod T is locked to the lever F which On the other hand, it is necessary that the is stamped out so as to enclose the spiral riming device be in operation continuously spring B. The spring B engages with the 20 and shall remain in operation regardless lever F and is anchored onto the pin Son of the vibrations due to the engine, the car, the carburetor A. a and the road. The control of the priming The tube G through which the wire D device of a carburetor has usually been obpasses consists of a closely wound s iral tained by means of a wire and the priming spring of a well known type. This to G 25 device has been held inoperative by means at itsupper end is shown connected to the of a spring and some form of ratchet, pawl, casing H. The lower end of the tube G slotted quadrant, or even a friction device is connected by a bracket I to the engine 00 I has been used in connection with the control (Figure 1). The housing H is fastened to so that it maybe maintained stationary in ,a base plate J by means of the bolts Z,

'30 one of its operative positions or in its inopthis base plate J is clamped tiglgtlyiagainst erative position continuously. the steering post by the pieces The difiiculty experienced with such de- The wire 1) terminates in the ball L, the vices was due to the fact that the more powball L being freely connected to the lever erful' the spring which rendered the device M which is so made that the ball L may be 35 inoperative the more powerful and reliable rotatably held by an ear'U stamped integral must be the means whereby the. device is with the lever M and turned over at 180 so maintainedin o oration, and the greater was as to form a universal joint between the v the wear on sue devices. This was particwire D and the lever M. The ear U is proularly true when an attempt was made to vided with a depression in which the ball L 40 utilize friction disks and the like. is free to revolve. The fulcrum of the lever I The object of this invention is to remove M is the pin N riveted to the housing H,

this objection so that the force exerted by and a spring '0 is interposed between the the spring may be selected independently lever M1 and the casing H and is wound of the means available for holding the dearound the pin N.

4 vice in its operativeposition. Specifically The two ends of this'coil spring P and the object of this invention is to provide Q, are respectively anchored to the casing means whereby the slight friction of a Bow- H and inside the ear U on the lever M, as den wire in its flexible sheath may be .sufshown in Figure 2. The torsion in the ficient to prevent the device moving under spring 0 is arranged to oppose the torsion 50 vibration. of the spring B of the carburetor choke valve Figure 1 shows the device mounted on the C, which tends to maintain the valve G in steering post of a Ford car and applied to the wide 0 en position and to put at alltimes lot a Holley carburetor. the wire in tension.

Operation. When the carburetor is started the lever arm M is drawn up thereby pulling the wire D up through G. This causes the stop E on the arm to contact with the arm F and so close the choke valve C against the action of the spring B. On releasing the manual pressure applied to the lever arm ill the friction of the wire D in the tube G, together with the torsion of the sprin O, maintains the choke valve C in its a justed position a ainst the action of the spring B which ten 5 to open the valve C. When the car is driven away, and as the need for the priming means gradually diminishes, the lever arm M is pushed down in a counter-clockwise direction releasing the choke valve C, which, under the influence of the torsion spring B, returns finally to its wide open position.

Obviously no special friction means are required, the friction of the wire D in the tube G being ample as it is only the difference between the torsion of the spring 0 and the torsion of the spring B that has to be taken care ofby the friction. If the spring 0 is eliminated special friction means have to be devised and it has been found impossible-to maintain such friction devices uniform when manufactured in quantity. It will also be noticed that at no time is a push transmitted through the wire which is at all times maintained under tension, which is another desirable feature of this device.

An additional advantage of this arran ement is due to the fact that the priming evice may be operated by merely exerting the pressure on the lever M suflicient to counter-balancethe friction in the tube G, and assuming that the spring 0 exactly balances the spring B. In any case the efi'ort is smaller than is the case where a friction device is provided sufficiently powerful to counter-balance the torsion of the spring B. 7

Further, the friction of the wire D in the tube G is the function of the tension of the wire C which is determined by the torsion exerted by the springs B and 0. Hence when the torsion of the spring 0 is reduced by pressure applied on the lever M when opening the choke valve G, not only is the balance between the springs B and 'O upset so that the spring B predominates,

but in addition the tension in, and therefore the friction of, the wire D in the tube G is reduced proportionally.

It follows that while driving away the choke valve C may be progressively opened by the slightest touch applied to the lever M and at the same time the valve G will be securely held against the action of the ma am vibrations due to the engine, car, and road so that there will be no danger of stalling the car due to the premature opening of the choke valve C. The combination thus gives a very delicate control which at the same time offers a great resistance to the vibrations which tend to destroy the manual adjustment given by the driver to the priming and driving away device.

Obviously this combination of two opposing springs, connecting wire, and tubular guide could be applied to any other priming device that might be substituted for the choke valve C.

Obviously the control shown is adapted to controlling any other form of priming device and also for adjusting the ratio of fuel to air so that the device is generally adapted for the control of a carburetor, being especially adapted for controlling the abnormal adjustments necessary to enable a car to be driven away in cold weather, which abnormal adjusting devices are arranged so as to be positively opened when the restraining force is released.

What I claim is:

1. A carburetor controlling device comprising resilient means for yieldingly holding the controlling device in its normalposition, a flexible operating connection and resilient means at the operating end of said flexible connection for counter-balancing said first resilient means.

2. A carburetor controlling device comprising resilient means for yieldingly holding the controlling device in its normal position, a flexible operating connection, resili-v ent means at the operating end of said flexible connection for counter-balancing said first resilient means, frictional means whereby the controlling device is held in any given position.

3. The combination of a carburetor priming device, a spring tending to maintain said priming device inoperative, a control lever, a Wire connectin said priming device to said control lever, a tubular guide for said wire, a spring associated with said lever tending to oppose said first mentioned spring.

4. The combination of a carburetor priming device, a spring tending to maintain said priming device inoperative, a control lever, a wire connecting said priming device to said control lever, a spring associated with said lever tending to oppose said. first mentioned sprin frictional means whereby the controlling evice is held in any given position.

In testimony whereof I afix EVERETT H.' S

in Si v ature. fiPi RD. 

